Railway-traffic-controlling apparatus.



J. P. COLEMAN.

RAILWAY TRAFFIC CONTROLLING APPARATUS. APPLICATION FILED JUNE 5,1913. RENEWED APR. 6, 1916.

1,202,164. Patented Oct. 24, 1916.

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RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION man JUNE 5,1913. RENEWED APR. 6. IQIG.

1 ,202, 1 64:. Patented Oct. 24, 1916.

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J. P. COLEMAN.

AAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED JUNE 5,1913. RENEWED APR. 6. 1916.

1,202,164. Patented 0G1]. 24,1916.

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RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED JUNE 5.191s. RENEWED APR. 6. 1916.

Patented Oct. 24, 1916.

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I. P. COLEMAN.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED JUNE 5,1913. RENEWED APR. 6. I916.

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JOHN P. COLEMAN, on nnonwoon masses, PENNSYLVANIA, ASSIGNOR T0 Tire UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

' Specification of Letters I atent. v Pat t d O t 24 1916 Application filed nines, 1913, Serial No. 771,817; Renewed April e, 1916. Serial no. 89,489.

To all whom it may concern 1 Y YBeit known that I, JOHN P. CoLnMaN, a citizen of the United States,res1d1ng at Edgewood Borough, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway Trafiic Controlling Apparatus, of which the following is a specification. v

My invention relates to railway, traffic controlling apparatus, and particularly to apparatus of this type which isop'erated by fluid pressure.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof 1n claims.

In the accompanying drawings, Figure 1 is a plan View showing a railway traffic controlling device having applied thereto one form of controlling apparatus embodying' my invention. Fig. 2. is a top plan view, partly sectioned, showing on a larger scale avalve device 0 shown in Fig. 1.

Fig. 8 is a sectional view on the line IIIIII of F ig. 2, looking in the direction of the arrows. Fig. 4; is a sectional view on the line IVIV of Fig. 2 looking in the direction of the arrows. Figs. 5 and 6 are diagrammatic views showing two arrangements of circuits which may be used in connection with the apparatus shown in the preceding views.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference character A designates a railway trailic controlling device. here shown as being arailway switch. This switch is operated by a fluid pressure motorB, which motor is con trolled by an electromagnetically controlled valve device C. The electromagnets of the -valve device G are controlled as usual by a suitableineans such as by a lever of an interlocking machine,'as hereinafter explained.

The motor B, as here shown,comprises a cylinder 61 and a' piston 62 operable there- The piston 62 is operatively connectedv with the rails of switch A through the medium of a usualform of switch mechanism comprising, as here shown, abar 2 moved longitudinally by the piston, an alligator jaw 3 operated by a stud 63 on-the bar 2,

and abar e operatively connected with the vided with feet having suitable holes by.

means of which it may be jfixed to a base plate 8,'as indicated in Fig. 1. It is under:

stood, however, that ifdesired, the valve device C may be mounted directly onv the cylinder 61 of the motor B.

The valve body 5 is provided with a chamber 10 in which is located a slidevalve Inclosed in a box' is a cir- 12 adapted to slide in suitable guides on a valveface11. The slide valve 12 is reciprocated by means hereinafter'explained. The valve face 11 is provided with three ports 13, 141. and 15; port 130pens to atmosphere, and ports 14 and 15 are connected respectively with the left hand and right hand ends of cylinder B, as viewed in Fig. 1, by

pipes 16 and 17, respectively. The slide valve 12 is of the usual D-valve type provided with a recess 18; when the valve 12 is'in one extreme position of its stroke (the position shown in Figs. 2 and 4), chamber 10 is connected with the left hand end of cylinder 61 by port 14 and pipe 16, and

theright hand end of cylinder 61 is open to atmosphere through pipe 17. port 15, recess 18 and port 13; when the'slide valve 12,is moved to its other extreme position. the

left hand end of cylinder 61 will be open to atmosphereand the right hand end will be connected with chamber 10. Hence. it

will be seen that when chamber 10 contains fluid pressure, one end or the other of cylinder Bwill be exposed to s ch pressure depending on the position of slide valve 12.

Chamber 10 is closed by a plug 19 adapt ed to be screwed into a threaded hole in the valve body 5. This plug 19 is provided with lugs'20 by means of which the plug may be screwed into and out of its hole.

The valve body 5 is provided withanother chamber or recess 21 to which fluid pressure is constantly .supplled by a pipe 25 from a suitable source, as indicated in Fig. 3.

Chaiiiber '21 is connected with chamber by a port 26, which port is provided with a valve 22. This Valve 22 is biased to the closed position by a spring 23 a nd'by the ac tion of the fluid pressure in chamber 21 on the back of the valve, but, itis provided with a stem 24 exten'ding'through the port 26 and into chamber 10 by means of which it mayat times be opened as hereinafter ex plained: Chamber 21 is, closed by a: valve body 28 clamped to the body o. This valve body 28 contains a double pin valve' 29 of a usual ccnstruction controlled byan electromagnet 30. lLViLlVG 29 operates to connect a pipe 27 with atmosphere through an exhaust port 31 or with chamber 2-1 through aport 32, according as the valve is in one position or the other, that is, according as magnet is deenergized or energized. The other end-of pipe 27 opens intoa cap 84 screwed onto the valve body 5, which capjcloses a cylinder 33 formed in the body 5. The cylinder 33. contains afpiston 35 provided with a centrally located tongue 35 which abuts.

against a smallergpiston38 adapted to reciprocate in a smaller cylmder 37 extending from cylinder33to chamber 10. The small vided with two transverse grooves 41 andi42,

and the lower surface of late 39 is provided with a longitudinal tongue 43 adapted to slide into and out of either of these grooves.

W hen the slidevalve 12 occupiesone or the other of its extreme positions, the tongue 43 may occupy one o'tthe grooves 41 or 42 and will thereby lock the slide valve in such position, but when the plate 39 is moved longi tud nallv by theadm'ission of fluid pressure behind piston 35the tongue 43 moves'out of the groove in the slide valve, so that the slide valve is then unlocked and may be moved to its other position. I r

'lVhenthe plate 39 is'moved longitudinally b the admission of flui'd pressure behind piston 35 .the end of this plate engages stem 24'and opens valve 22, thereby admitt ng fluid pressure from chamber 21 to chamber 10-. This opening of valve 22 is accomplishedbefore slide valve 12 is unlocked.

I will now explain the means by which the slide valve 12 is reciprocated' Formed in the ends of the valve bodv 5 are two cylinders 4.4 and 45, tlieouter ends of which are closed by caps 44 and 45*, respectively. L0-

cated inthese cylinders are pistons46. and 53.

which pistons are fixed respectively to piston r'ods'47 and 48 which eXtendthrough suitable "s'tuiling boxes in the valve body 5 and abut against the ends of slide valve 12. Fluid pressure is suppliedf-rom chamber 21 to the outeryend of cylinder 45 through passages isin turn controlled by an electromagnet 51. Thesepin'valves are'controlled by their electromalgnetsin the usual manner; that is,

when the magnet is denergized the outer end of the corresponding cylinder is open to atmospherethrough an exhaust port 55, and when the magnet is "energized the cylinder is disconnected from atmosphere and is connected'with chamber 21.

The operation of the entire apparatus is as follows Referring to 'F 1g; 5, theelectromagnets 30, 51 and 52 for motor B are provided with circuits'which are controlled by a contact 57 operated by a lever 71 of an.interlockinginachine. In Fig. 5 1 have purposely omitted the indication apparatus and the contacts controlling such apparatus, in order to simplify the drawing, but it is understoodtha't suitable indication apparatus would be employed, such for example as the apparatus shown and described in United States Patent No. 1101039, issued to Scattergood and lVallace' on June 23, 1914. hen the switch A occupies the-position in which it is shown in Fig.1 (which I will herein term the normal position) and the contact 57 occupies the corresponding end of its stroke in engagement with plate 57, as shown in full lines in Fig. 5;magnet '51 the normal magnet) is energized from battery 64 and the other two magnets are deenergized. Cylinder 44 is, therefore, connected with chamber 21 so that pistons 46 and 53 and s'lide valve 12 occupy the position shown; slide valve 12 is mechanically locked by plate 39; and valve 22 is closed so that chamber 10 is disconnected from the source of fluid pressure; and consequently both ends of cylinder 61 are also disconnected from the source of fluid pressure.

When it is'desired to move the switch A to its opposite position which I will herein term the reverse position), the lever 71 is moved through a portion of its stroke until stopped by a reverse indication latch, as shown in Patent No. 1, 101.039 to Scattergood and Wallace, hereinbefore mentioned. Contact 57 then touches both plates 57? and 57". During this movement of the lever the circuit for magnet 30 (the flock magnet) is first closed through contact 57 -57 and then the circuit for magnet (the reverse magnet) is closed through end of piston 38 are now both exposed to' the same. iressure )er unit area but owin 7 C to the diiference'in the areas of these pi's tons they are held'in the position to which they were moved by pressure on piston 35. Magnet 51 being deenergized, cylinder 44 is disconnected from chamber 21 and opened to atmosphere. The energization of magnet 52 causes the admission of fluid pressure to cylinder lo so that. the slide valve 12 is moved to the position opposite to thatshown in the drawings. This causes the admission of, fluid pressure to the-right hand endof cylinder 61 as viewed in Fig. l,

and the switch A is then moved to the reverse position. When the movement of. the switch is completed. the control lever of the interlocking machine is as usual released by the indication apparatus and its stroke may be completed. Contact .57 then moves to the position shown in dash lines in Fig. 6 so that it engages plate 57 only.' Duringthis latter portion of the stroke of the lever, the circuit for lock magnet 30 is openedat plate 57 and this magnet then causes pipe 27 to be disconnected from chamber 21 and opened to atmosphere. 'The consequent reduction of pressure onpiston 35 permits the pressure on piston 38 to move both of these, pistons and, the plate 39 back to the position in which they are shown in the draw ings, thereby locking slide-valve 12 and permitting valve 22 to close. The closure of valve 22 disconnects chamber. 10, and therefore cylinder 61 from the source of fluid pressure.

The operation of the apparatus for movement of switch A from the reverse to the normal position is similar to the operation just explained.

It is sometimes desirable that meansv be .provided for returning the switch A to the position corresponding to the position of its,

controlling lever 71 when the switch is moved from such position by means other than the operating motor. When so,-an arrangement such as that shown in Fig. 6 may be employed. The apparatus and circuits shown in Fig 6 are similar to those shown inFig. 5, except that I have added a shunt connection for. magnet 30 around the contact 57. This'shunt connection is controlled by a contact58 which isincluded in the circuit controller GOppera'ted by bar 2 of Fig. 1. Contact 58 is open while the switch A is in either extreme position but is closed as longas the switch occupies any intermediate position. The operation of theapparatus shown in Fig. 6 under nor- 1 mal conditions is the same asthe operation of the apparatus shown in Fig. 5. If, how ever, an attempt is made :to move switch'A away. from the position corresponding to apparatus will operateas follows! As soon chamber 21 so that piston 35 is caused to I moveplate 39 which latter opens valve 22, 7

thereby connecting chamber 21 with chamber 10. Fluid pressure then flows 'from V chamber 10 through portl and-'pipe16 to the leftend of-cylinder 61' (asviewed in Fig.1) and this fluidfpressure acts on piston 62 to forcibly drive the bar'2 back to its*initial"positio'n. It is obvious that other means may be provlded'tojcausereturn of the switch A totlie positioncorresponding to thepositionof its controlling lever in case it is moved by hand; v

Onefeature of an apparatus embodying my invention is that the fluid pressure is shut as from the motor Bimmediatelyafter this motor has performed its work of movout of such position ing the switch. By means of this featurel effect'a saving of the fluid pressure which would ordinarily leak out from the motor 13 if this motor were constantly subjected to the fluid pressure; under service conditions this leakage is considerable and is, therefore, of serious moment as-afiecting the cost of operation;

It willbe observed that with the appara-V tus which I have shown and described, it is impossible to shut off the fluid supply from chamber 10 without effecting the mechanical locking of slide valve12 against shifting from the position which it occupies, and conversely it is impossible to unlock the slide valve without first having admitted fluid to the chamber 10. It will be further observed that the actionof the locking plate 39 is dependent upon positive fluid pressure in both directions. 4

Althou h I have herein shown and described only one form of apparatus embody ing my invention, it is understood that various changes and modifications may bemade therein within the-scope of the appended" claims without departing from the spirit and scope of my invention.

75 the. posltlon of lever 7 by sliding bar 2,. the 7 o as Having :thus described any invention, what I claimiis'z l; Incombmatwn, a ra lway tratiiccontrolling device, a cvlmder, a piston movable vin the' cylinderi and .operatively connected wrthxsaiddevrce, a source Of'flllldPTQSSlllG,

a valveichambeiga valve movable in said chamber, andiadaptedfto connect the chambrvvith :said cylinder on one side of the pistonzor t-he other; means for locking said vvalve, manstor movingsaid"valve; and a means for"first connecting said chamber "withsaid"sourceiof' pressure and then operating said valve-locking m-sans to unlock thevalve when the valve is to be moved, and for operating said valve-locking means to lock the valve and disconnecting the cham- :ber from said :sourcesafter Tithe piston has movedin response to the movement of the trolling device, a, fluid'pressure motor 01 operating said device in: reverse directions, a sourcewof-fluid pressure, warval've chamber, a.

adaptedgto connect the chambergiwitli said motor; to; cause operation of the latter in one a direction or theother, a second valve biased to :;the -@closed position: and adapted when 1,5; opened to connectsaid chamber With said source of pressure, a mechanicallock adapted 1130 ,lock' saidlslide valvejm either or its "extreme positions, said lock vvhen moved to differential piston device is-actuated tounlock-or lock the mechanical lock-and thereby toppen the second valve or permit the secs 5 nd valve to close,-and means for moving the slide valve. 1,

3. In combination, 'a railway traffic controlling'device, a fluid pressure-motor for operating said -device,a source of fluid pressure, means for connecting saidsource with themotorto" cause movement of the traific controlling device and for disconnecting the source from the motor whenthe movement of the deviceis completed, a lever for controlling said means, and means for connecting saidsource with the motor to return the latter to its initial position corresponding to the position of the control lever in case the motoris moved away fromsuch o; positionbvmeans other than fluid pressure.

'4. In combination,- a railway, traffic controlling device, .a fluid pressure motor'for operating-said device, a valve for controlling said;-mdtor, means'nfor, operating said valve,

slide vvalve movableiin 'saidi chamber and gao'eae i connecting said source of pressure with and.

disconnecting it from said valve and for mechanically locking said valve.

5. In combination, a railway traffic con;- trolli-ng device, fluid pressure motor for operating said devicea source of fluid pressure, a valve for controlling the supply of fluid pressurefrom said source to said m'otor, a lever, and means controlled by said lever for locking and unlocking "said valve and for causing movements of said valve and i for disconnecting said source from said valve when the valve is I-locked.

6. In combination, a railway traiiic con-- trolling device, a-fluidpressure motor for operating said device, a source of fluid pressure, a controlling lever, 'a valve controlled by said lever for governing thesupply of third pressure to said'u'notor, and means also controlled "by sald lever for looking and unlocking said valve and for disconnecting trolling device, fluid pressure motor for 7 operating said device, a source "Off fiflld pressure, a controlling lever, a valve controlled by said lever'for governing thesupply oifluid pressure'tosaid motor, means -also c0-n trolled by :said lever for locking said valve when the traflic controlling device is in either extreme position, .and means controlledby salid valve lockingmeans for preventing the flow of fluid from said source to saidvalve when the valveis locked and forlpermitting :such flow under all other conditions. a

8. In combination, a railway traiiic controlling device, a fluid pressure motor for operating'said device a source of fluid pressure, a controlling lever, a valve controlled by said lever "for governing the supply of fluid pressure to said motor, said valve having two extreme positions corresponding 'to the-extreme positions of the traffic controlling device, a mechanical lock controlled also by said lever for restraining movement of the valve from either extreme position, and means controlled by said lock for disconnecting said source from said valve when the valveis lccked. V i

' 9. In combination, a railway trafiic controllingdevice, a lever'having two controllin'gjpositions, a valve for controlling said trafi'ic' controlling device,means for causing saidvalve to coincide in its two effective positionsiwith those of said lever, means for locking thevalve in either extreme position when the'flever and the traflic controlling device coincidein position, and means for preventing the flow of fluid from said source to said valve whenthe'valve is'locked.

10. In combination, a railwavtraflicoontrolling device, .a fluid pressure motor for operatingsaid device, 'a source of :fluidpres sure, a valve for controlling the supply of fluid pressure from said source to said motor, a lever for controlling said valve, a lock controlled also by said lever for preventing movements of said valve, and a second valve controlled by said lock and interposed between said source and the first-mentioned valve said second valve being closed when the lock is in locking position.

11. In combination, a railway trafiic controlling device, a fluid pressure motor for operating said device, a source of fluid pressure, a controlling lever, a valve controlled I by said lever for governing the supply of fluid pressure to said motor, a lock also controlled by said lever for lockingand releasing said valve, and means controlled by the traflic controlling device for releasing said look when said device occupies certain predetermined positions regardless of the position of the controllinglever.

12. In combination, a railway traflic con-' trolling device, a fluid pressure motor for operatingsaid device, a source of fluid pressure, a controlling lever, a valve controlled by said lever for governing the supply of fluid pressure to said motor, and a second valve controlled also by said lever and interposed between said source and said first mentioned valve.

13. In combination, a railway traific controlling device, a fluid pressure motor for operating said device, a source of fluid pressure, a controlling lever, a valve controlled Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

by said lever for governing the supply of fluid pressure to said motor, a second valve controlled also by said lever and interposed between said source and said first mentioned valve, and means controlled by said traffic controlling device for opening said second valve when said device occupies certain predetermined positions regardless of the position of controllinglever.

14. In combination, a railway traflic con trolling device, a fluid pressure motor for operating said device, a source of fluid pres sure, a controlling lever, a valve controlled by said lever for governing the supply of fluidpressure to said motor, andmeans operated by fluid from said source and controlled by saidlever for locking and releasing said valve. I

15. In combination, a railway traflic controlling device, a fluid pressure motor for operating said device, a source of fluid pressure, a controlling lever, a valve controlled by said lever for governing the supply of fluid pressure to said motor, and means operated by fluid from said source and controlled by said lever for connecting said source with and disconnecting it from said valve.

In testimony whereof I aflix my signature in presence of two witnesses.

JOHN P. COLEMAN. Witnesses:

P. M'ron, A. HERMAN WEGNER.

Washington, D. C. 

